Fluid-brake for guns.



No. 695,854. Patented Mar. l8, I902.

U. BEHNKE. FLUID BRAKE FOR GUNS.

(Application filed In. 26, 1901-) 1N0 Model.)-

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PATENT OFFICE.

orro BEHNKE, or ESSEN, GERMANY, ASSIGNOR, TO

3 ESSEN, GERMANY.

arm). KRUPP', OF

F LUlD-BRAKE FOR cums.

- SPECIFICATION formingpart of Letters'Patent No. 695,854, dated March 18, 1902.

Application filed March 26 1901. Serial No. 52,900. (No model.)

. To all whom zit roomy concern:-v a 4.

Bait known that I, OTTO BEHNKE, engineer, a citizen of the German Empire, residing at 36' Bismarckstr'asse, Essen-on-the-Ruhr, Gor many, have invented certain new and useful- Improvements in Fluid-Brakes for Guns, of

which the following is a specification.

The present invention has reference to improvements in fluid-brakes for guns of the class in which the liquid'passes from one side of the piston to the other through channels in the cylinder orin thepiston.

The present invention relates particularly to improvements in that form in which the passage is throttled by spring flap-valves.

flap-valves come into action at the instant when after completion of the recoil'the'direction of motion of thepiston is reversed and by the actionof their springs and the fluid action within their passages the valves enter the passages and suddenly close them almost entirely.

In my present invention I employ throttling devices partaking of the nature of puppet-valves which operate as throttling-bodies to regulate the running-out motion of the gun;

but instead of having them operate as heretofore I provide means whereby the throttling flap-valves are positively guided during the running out of the piston, so as to be pri-.

Y marily out of engagement with the grooves,

while they are gradually guided to enter thegrooves during the continued movement of the piston. I

The nature of the invention will best be understood when described in 'connectionwith the accompanying drawings, in which 1 Figure 1 represents a vertical longitudinal section of the improved brake, Fig. 2 is a horizontal section of the brake-cylinder; "Fig. 3 is avertical section OIIFlJhG line 33, Fig-1f," looking from the left. Fig.- 4 is a similar seer.

'- tion on the line 4 4, Fig. 1. Fig. dis a similar on its interior with diametrically opposite sectionon theline 5 5, Fig. 1.:

Similar letters of reference designate correspending parts throughout the several views the drawings. p Refierring to the drawings, the letter A designates the brake-cylinder, which is provided channels B B, the bases of which are parts of a cylindrical surface,'while their depth de-. creases in the direction indicated by arrow 1, Figs. 1 and 2, that being the direction of reco'l of the piston. Each of the channels B B is ionstituted of a longer and wider part and a s orter and narrower pa each of which is, however, of constant width throughout its length. The narrower part of the channels is located at thesafight hand of Fig. 1-that is,

at the end toward which the arrow 1 pointsand is the part. in which the piston starts on its running-out course.

The change from the 1 narrower to the wider channel takes place by the ,base of the wider groove or channel as far as it projects on both sides beyond the sides of the narrower channel, gradually tapering upward nntil,i inner'surface of the'flcylinder, while the re.- maining part of the-,base coincides with the base of the narrower part. By this means inclined offsets b b are formed on both sides of the narrower channel at the transition place. Opposite the channels B. B and in position to enter the same are pi'votally secured flap-like 'threttling-bodiesF F within suitable recesses formed in the brake-piston C. These flaps are so arched in their width that their crosssection fills the wider part of the channels -with-but little play. The total width of the flaps, however, is such that they cannot en-- ter,the narrower part of the channels B B.

Suitable springs G G, placed on the pivotpins of the flaps F F, engage with the flaps and constantly hold the same in engagement with the channels. The piston G is prevented from turning by a lug E on the latter, which engages a guide groove D in the inner wall of the cylinder. The brake-cylinder,as usual,

is entirely filled with liquid.

During the recoil the piston movesinthe direction of the arrow 1 and displaces the liquid in front of .it to the opposite side. The pressure of the liquid passing through keeps the valves out of engagement with the through passages or channels. As soon as the running out commences the throttling-flaps, un-

t finally comes up to the v der the pressure of. the springs and of the liquid, tend to reenter the channels. This, however issnptpcss pie during the first part of "*fiietion, because the flaps g are opposite those parts of the channels havnels without contracting the cross-section checked; but when the piston reaches the place of transition from the narrower-to the pletelylose up the passages, whereby the ""betweenthe twoparts of the channels. In

also be produced by other means than the nels (see in Fig. 1 the position of the piston,

a in' the above-described manner a transition- -row channel without entering and when glid- 7 ing over the diverging edges of the transitioning a less width than the fiaps. Therefore the flaps glide along t-he edges of the chanopen tothe flow of liquid. The consequence is that at first the running out is but'little wider part of the channels the flaps on further forward motion of thepiston glide upon the inclined oifsetsb b and graduallypassinto the channels or grooves, thereby gradually diminishing the openings and correspondingly checking the running-out motion. (See Figs. 4 and 5, where the'flaps are shown in dotted lines.) After passing the transition part the flaps have fully passed into the chanshown in dotted lines) and from there to the end of the running-out: motion almost comliquidis considerably throttled and the runnin'g-out motion correspondingly checked.

Instead oi making the change. from the wider parts of the' channels to the narrower ones groove of decreasing width might be inserted this case during running out the flaps would first glide upon the parallel edges of the narchannel graduallyen'ter the same.

Without deviating from the nature-of the invention the forced motion of the flaps may particular shape'of the through-channels. For instance, while the width of the channels remains constant throughout the whole length a lever arm or projection may be connected with the flaps, which in running out slides in a narrow guide-groove of increasing depth, thereby causing the flaps to gradually enter the channels.

What I claim as-new isl. A fluid-brake comprising a piston provided. with radially-hinging throttling-flaps,'

and a cylinder having by-pass channels entered and restricted by tlfe throttling-flaps at one end of the pistons stroke, and guides intercepting portions of the paths of. said throttling-flaps and holding them out of said channels for a portion of the 'pistons stroke.

2. A fluid-brake, comprisinga piston hav 'ing outwardly and inwardly hinging throttling-flaps, and a cylinderformed with longitudinal channels entered and restricted by the flaps, atone end of the pistons stroke;

the walls of said channels intercepting por-,

tions of the paths of travel of said-flaps, and providing guides holding the flaps out of the channels for a portion of the'pistons stroke.

3. In a fluid-brake of the character specified, a piston provided with throttling-flaps, and a cylinder provided with channels sisting of a wider and a narrow part, which latter is located at the end where the piston commencesitsrunning-out1notion,and which witnesses.

OTT O BEHNKE. Witnesses: WILLIAM ESSENWEIN, -PETER LIEBER.

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